Integrated wireless data system for avionics performance indication

ABSTRACT

An integrated wireless data system and method for avionic performance indication for measuring, monitoring and displaying in-use, real-world engine-out characteristics on a propeller driven aircraft for the purposes of health monitoring, performance optimization, and regulatory compliance is provided. Engine-out characteristics may be measured either at the propeller extension hub mounted between the engine and propeller, on the crankshaft flange, or on the propeller itself, and include, but are not limited to, the engine output torque, thrust, vibration, bending loads and temperature. Data may be transmitted wirelessly to a base unit located inside the cockpit and user selected parameters are updated on a display in real-time. The system may also store all collected data, for later download and analysis. The system may also have a software interface that can be used to download, view and analyze all recorded data, as well as to configure the system settings and alerts.

CROSS REFERENCE TO RELATED APPLICATION

This U.S. Utility application claims the benefit of U.S. ProvisionalApplication Ser. No. 62/331,639 filed May 4, 2016, which is incorporatedherein by reference in its entirety.

FIELD OF DISCLOSURE

The present disclosure generally relates to an integrated wireless datasystem for avionics performance indication used to measure operationalcharacteristics of a propeller driven aircraft under real-worldoperating conditions and a method for measuring operationalcharacteristics of the propeller driven aircraft under real-wordoperating conditions.

BACKGROUND OF THE DISCLOSURE

Safety is of paramount concern in the aviation industry, and an abilityto warn the pilot of potential impending issues is desired. A sensorsystem capable of measuring torque output, vibration, thrust, bendingloads and engine speed of an engine over time is one potential indicatorof engine and propeller health that is not currently being monitored dueto the challenges of measuring these parameters long-term.

In addition, data such as engine output torque and thrust can be used tooptimize the aircraft setup, either for improved performance or forimproved fuel economy. Such optimization strategies are currentlylimited, as torque data is typically only collected during testing andcertification stages of an aircraft. Long-term engine torquemeasurements have hitherto not been available at all, or have not beenavailable due to the high cost of obtaining such information.

In addition, some aviation authorities, such as the Federal AviationAdministration (FAA) in the United States, require that aircraft engineoutput torque be measured dynamically over a range of speeds, with theengine and propeller attached to the airframe. For these three reasons,health monitoring, performance optimization and regulatory requirements,it is desirable to measure such data in the real-world, and record thedata throughout the life of the aircraft.

Furthermore, it is sometimes desirable for a pilot to view this databoth in flight and during pre-flight engine run-ups, and to use theinformation in conjunction with other engine data to establish warningparameters, with displays and alerts shown in the cockpit. Such datacould also enable the pilot to avoid undesirable operating conditions,such as resonant frequencies of the propeller drive system. Since thepropeller is rotating with respect to the aircraft cockpit, a wireddevice cannot be used for this application.

One example of a current system includes U.S. Pat. No. 8,991,267 B1,which discloses a wireless engine torque measuring system and housingmounted to a hub located between the engine and the propeller. Thedisclosed system contains a wireless measuring device that transmits astrain gauge signal to a receiver using a cable-less communicationssystem, and details the housing used to protect the measuring device.The system is designed to meet the regulatory requirements of measuringengine output torque, but does not measure other operatingcharacteristics such as bending loads and thrust. It also does notaddress power requirements of the system, which is desired of long-termmeasurements, and does not address the collection of high speed data,which is necessary to determine individual engine cylinder performance.In addition, it does not disclose real-time display of the data, ormethods to use the data except to report engine torque. The system alsorequires the use of a bulky housing to protect the measuring device,adding cost and weight to the aircraft. The system is also limited tomeasuring torque and temperature. Furthermore, the system relies onmono-directional communications from the remote unit to the base unit,precluding the ability to alter data collection parameters, such as datarate.

Another example of a current system is U.S. Pat. No. 8,813,581 B2, whichdiscloses a force measuring device mounted to a hub located between theengine and propeller. In this device, coils are required to power themeasuring device and to transmit the data to a base unit. These coilslimit the system to use in a wind tunnel. However, this device also doesnot disclose real-time display of the data, long-term data collection,or methods to use the data for health monitoring purposes.

Due to the limitations of the prior art, there is a need for an engineoutput measuring and monitoring system capable of operating throughoutthe life of an aircraft, and capable of displaying high-speed, real-timedata to the pilot for pre-flight and in-flight use. There is also a needfor a configurable warning system, should measurement data fall outsidethe limits of a pre-configured range. There is also a need for atransceiver based system that uses bi-directional communications for thepurposes of updating data collection parameters. Furthermore, there is aneed for a system that can be left in the aircraft for long-term healthmonitoring.

SUMMARY OF THE DISCLOSURE

According to an aspect of the disclosure, the system may include aremote unit mounted to a propeller system of the propeller drivenaircraft and having at least one sensor and a remote transceiver and anA/D converter and at least one digitally controlled switch and amicroprocessor and an energy harvesting device. The system may alsoinclude a power storage device connected to and for providing power tothe remote unit. The base unit can be located inside a cockpit of thepropeller driven aircraft and have a base transceiver and amicroprocessor and onboard data storage and a real-time displayconnected to other aircraft systems and an aircraft electrical system ofthe propeller driven aircraft. The system can also include a wirelesscommunications interface between the remote unit and the base unit,wherein real-time and bi-directional data is transmitted therebetween.According to another aspect of the disclosure, a method for measuringoperational characteristics of a propeller driven aircraft underreal-world operating conditions is also provided. The method can includethe step of installing a remote unit on one of a propeller extension anda crankshaft flange and a propeller of the propeller driven aircraft.The method proceeds by measuring operational characteristics of thepropeller driven aircraft including strain and temperature andvibration. The remote unit then wirelessly transmits the operationalcharacteristics to a base unit located within a cockpit of the propellerdriven aircraft. The method can also include the step of converting themeasured strain to at least one of an orthogonal bending and an axialstrain and a torque. The method continues by compensating theoperational characteristics for temperature effects. The methodconcludes with the step of displaying the compensated operationalcharacteristics in real-time using the base unit.

According to yet another aspect, a method to configure an integratedwireless data system including a base unit in wireless communicationwith a remote unit and to download and analyze data collected by theintegrated wireless data system is also provided. The method begins bycollecting data using the remote unit and the base unit. The next stepof the method can be downloading the data from the base unit onto a PC.The method continues by installing a software package on the PC. Next,reading the data collected by the remote unit and base unit and storingthe data in a database for analysis and historical comparisons using thesoftware package. The method concludes by configuring the base unit tospecify at least one of a plurality of selected parameters to measureand data rates for each selected parameter and limits for a warningsystem.

The system and methods disclosed herein have various advantages overcurrent systems. For example, the system and methods provide an engineoutput measuring and monitoring system capable of operating throughoutthe life of an aircraft, and capable of displaying real-time data to thepilot for pre-flight and in-flight use. The system and method alsoprovide for a configurable warning system, should measurement data falloutside the limits of a pre-configured range.

BRIEF DESCRIPTION OF THE DRAWINGS

Other aspects of the present disclosure will become better understood byreference to the following description when considered in connectionwith the accompanying drawings wherein:

FIG. 1 is an exploded side view of an integrated wireless data systemfor avionics performance indication mounted on a propeller extension inaccordance with an aspect of the present disclosure;

FIG. 2 is a block diagram of an example of the system architectureduring in-flight use in accordance with an aspect of the presentdisclosure;

FIG. 3 is a block diagram of the system architecture with a touch screendisplay used as the in-cockpit display, enabling limited configurationfrom the dashboard in accordance with an aspect of the presentdisclosure;

FIG. 4 is a block diagram of an example of the system architecture withPC connectivity in accordance with an aspect of the present disclosure;

FIG. 5 is a flowchart of a method for measuring operationalcharacteristics of a propeller driven aircraft under real-word operatingconditions in accordance with an aspect of the present disclosure; and

FIG. 6 is a flowchart of a method for downloading, storing and analyzingcollected data through a software interface with an aspect of thepresent disclosure.

DETAILED DESCRIPTION OF THE PRESENT DISCLOSURE

Detailed aspects of the present disclosure are provided herein; however,it is to be understood that the disclosed aspects are merely exemplaryand may be embodied in various and alternative forms. It is not intendedthat these aspects illustrate and describe all possible forms of thedisclosure. Rather, the words used in the specification are words ofdescription rather than limitation, and it is understood that variouschanges may be made without departing from the spirit and scope of thedisclosure. As those of ordinary skill in the art will understand,various features of the present disclosure as illustrated and describedwith reference to any of the Figures may be combined with featuresillustrated in one or more other Figures to produce examples of thepresent disclosure that are not explicitly illustrated or described. Thecombinations of features illustrated provide representative examples fortypical applications. However, various combinations and modifications ofthe features consistent with the teachings of the present disclosure maybe desired for particular applications or implementations. Additionally,the features and various implementing embodiments may be combined toform further examples of the disclosure.

FIG. 1 shows an exploded side view of an integrated wireless data system10 for avionics performance indication for a propeller driven aircraftin accordance with an aspect of the present disclosure. The integratedwireless data system 10 can include a remote unit 100 that may bemounted to a propeller system, specifically to a propeller extension110, which may be mounted between an engine 120 and a propeller 130 ofthe propeller driven aircraft. The remote unit 100 can include a sensorunit 140 that may be packaged in a light-weight plastic housing, whichmay contain two slots for worm-drive style clamps 150 to attach thesensor unit 140 to the propeller extension 110. These clamps 150 mayalso be used to mount a power storage device 160 of the remote unit 100,such as a battery to the propeller extension 110 (e.g., mounted 180°away from the sensor unit 140 so as to balance the sensor unit 140. Thesensor unit 140 may contain a plurality of sensors, discussed in moredetail below. The sensor unit 140 may include gauge circuitry to connectto individual legs of one or more full Wheatstone bridge strain gauges170 via one or more cables 180, such as a ribbon-cable, to measurestrain in various directions across the propeller extension 110. Thesensor unit 140 may also be in wireless communication with a base unit190 located inside a cockpit of the propeller driven aircraft. In oneexample, the base unit 190 may be mounted behind the dashboard of thecockpit to show selected parameters, alerts and notifications throughthe dash.

FIG. 2 is a block diagram of an example of the system architectureduring in-flight use in accordance with an aspect of the presentdisclosure. In particular, FIG. 2 shows the system architecture of theremote unit 100 and the base unit 190. The remote unit 100 may include asensor pack 200, which can include the plurality of sensors including,but not limited to, an accelerometer, a temperature sensor, and straingauge connectivity. The temperature sensor may be used to compensate fortemperature effects on the strain measurements and/or to display actualtemperature data. Accelerometer data may be used to detect excessivevibrations in the remote unit 100. The sensor unit 140 may be connectedto the energy storage device 160. The remote unit 100 (e.g., the sensorunit 140) can also incorporate an energy harvesting device 210, such asa piezoelectric or inductive device for harvesting the kinetic energyfrom the vibrations of the propeller 130. The remote unit 100 maycontain a microprocessor 220 and an A/D converter 225 that resolves allcollected data to a digital signal, which is then transmitted to thebase unit 190 via a remote transceiver 230. In more detail, the baseunit 190 can include a base transceiver 235, which can enable wirelesscommunication with the remote transceiver 230 of the remote unit 100.The remote unit 100 (e.g., as part of sensor unit 140) may also containa plurality of low impedance, digitally controlled switches 215 toenable rapid reconfiguration of the gauge circuitry to measure variousstrain components with the strain gauges 170 (i.e., the same gauge set),including but not limited to orthogonal bending strains, pure axialstrain and torque. In one example, the transceiver 235 on the base unit190 could send an instruction to the transceiver 230 on the remote unit100 to change from measuring torque data to measuring bending data,which requires independent detection of strain in two orthogonal planesto capture the total bending vector, comprised of both magnitude anddirection. A similar instruction could be sent to the digitallycontrolled switches 215 to change the gauge circuitry (i.e., gaugeconfiguration) for measuring thrust (axial load). By measuring bothtorque and thrust and knowing the engine RPM and relative air speed, thewireless integrated measurement system 10 provides a direct measure ofan efficiency of the propeller 130, which can be used in real-time tooptimize propellers 130 with a variable pitch or be an early indicatorof a potential stall of the propeller 130.

A power management strategy for the remote unit 100 is also disclosed.Ultra-low power algorithms enable the combination of three keycharacteristics that are critical to the performance of the wirelessintegrated data system 10: long-term use, up to two or three yearswithout the need to recharge or replace batteries in the remote unit 100due to the ultra-low power consumption (e.g., less than 4 microamps perdata point); high-speed data collection (e.g., rate of at least 4 kHz),necessary to capture high frequency torsional oscillations caused byinertial and thermodynamic cycle loading; and high power transmission(i.e., a predetermined power), needed to ensure that data is able to betransmitted from the remote unit 100 to the base unit 190 underreal-world operating conditions, which, in this case, includeinterference from the propeller 130 and interference from other RFsignals. As part of this algorithm, the remote unit 100 enters a sleepmode when not in use, further minimizing power consumption. Thisstrategy may be combined with the energy harvesting device 210. Inaddition, because the system 10 contains a transceiver 230, the remoteunit 100 can be set to periodically collect high frequency measurementsin order to assess system diagnostics, and then be changed to collectdata at a lower rate, further lowering energy consumption.

The digital signal from the sensor unit 140 may be received at the baseunit 190 by the base transceiver 235. The base unit 190 may be connectedto and powered from an aircraft electrical system 270. In one example,the base unit 190 may be also connected to other aircraft systems 260and can be capable of importing signals or data from the other aircraftsystems 260 for use in algorithms for aircraft diagnostics. Data fromthe other aircraft systems 260 can include, but is not limited to,engine RPM, electrical load, vacuum, magneto data, oil temperature, oilpressure, and fuel flow. The base unit 190 can also include amicroprocessor 240 coupled to an onboard storage 245 and a real-timedisplay 250 and can be configured to perform any necessary calculationsand send data to both the onboard storage 245 and to the real-timedisplay 250 that may be mounted in the cockpit of the propeller drivenaircraft.

FIG. 3 shows one exemplary embodiment of the real-time display 250. Thereal-time display 250 could be a touch screen display showing one ormore selected parameters 252 and including menus 251, 253 and at leastone selected alert 254 and warning indicator 255. The pilot could selectthe menu 251 to specify which selected parameter 252 to display on thereal-time display 250. Additionally, the pilot could select the menu 253to select the units to display for the selected parameter 252. The pilotcan also select the desired warning indicator 254, in the instance whenmultiple warning indicators are configured. The real-time display 250would indicate the selected warning 254, and the warning indicator 255would be activated if the selected parameter 252 does not meet aspecified criteria.

FIG. 4 is a block diagram of an example of the system architecture withpersonal computer (PC) connectivity in accordance with an aspect of thepresent disclosure. Specifically, FIG. 4 shows the system architecturewhen communications are established with a PC 300 to enable completesystem configuration options. The architecture would typically be usedwhen the aircraft is grounded, to enable data download and analysis, andto upload configuration parameters. In this embodiment, the PC 300includes a software package 310 that has a data viewer module 320 and asystem configuration module 330. The PC 300 may be connected to the baseunit 190 either with a cable or through secure wireless communications.The onboard data storage 245 of the base unit 190 can be cleared bydownloading the data to PC 300. The data can be viewed using the dataviewer module 320 of the software package 310, also disclosed here. Thesystem configuration module 330 may enable the user to turn on/offdifferent measured parameters, select the data rate for each of theparameters and to configure the limits for the real-time display 250(i.e., warning or alert system). Once the configuration parameters aresent back to the base unit 190, the transceiver 235 in the base unit 190sends revised parameters to the remote unit 100, so there is no need toaccess the remote unit 100 for the purposes of changing parameters. Asan example, the system 10 (e.g., the base unit 190) can be configured todisplay torque, requiring that the collected strain data be resolved totorque, and the real-time torque value be sent to the real-time display250. As another example, the system 10 can be configured to monitor bothhorsepower and engine revolutions per minute (RPM), and to send out analert to the real-time display 250 should the paired values fall outsideof a pre-configured range. As an additional example, the user cancompare all historical data and configure the system 10 to alert thepilot if the torque falls below any previous torque data collected. Notethat these are merely exemplary scenarios for configuring the alert andreal-time display 250, and are not intended to exclude other potentialuses of the real-time display 250 or alert systems.

Another aspect of the software package 310 includes the data viewermodule 320 which stores all data downloaded from the base unit 190 in adatabase. The data viewer module 320 allows for historical comparisonsand long-term analysis of the data.

FIG. 5 is a flowchart of a method for measuring operationalcharacteristics of a propeller driven aircraft under real-word operatingconditions in accordance with the present disclosure. The remote unit100 is installed on the propeller system (i.e., on at least one of apropeller extension 110 and the crankshaft flange and the propeller 130)of the propeller driven aircraft at step 400. The base unit 190 isinstalled inside the aircraft cockpit at step 402. The software package310 is installed on the PC 300 at step 404. The software package 310 onthe PC 300 is used to configure the desired parameters, alerts andnotifications using the configuration module 320 of the software package310 at step 406. These configuration parameters are loaded to the baseunit 190 at step 408. Data is then collected under real-world operatingconditions at step 410 (e.g., using the base unit 190). In other words,the method continues by measuring the operational characteristics of thepropeller driven aircraft including strain and temperature and vibrationusing the remote unit 100 (e.g., to enable cylinder-by-cylinderdiagnostics of the engine of the propeller driven aircraft). Then, theremote unit 190 wirelessly transmits the operational characteristics toa base unit 190 located within a cockpit of the propeller drivenaircraft. The method can then include the steps of converting themeasured strain to at least one of an orthogonal bending and an axialstrain and a torque on a shaft of the propeller driven aircraft andcompensating the operational characteristics for temperature effects.The method can conclude by displaying the compensated operationalcharacteristics in real-time using the base unit 190.

FIG. 6 is a flowchart of a method to store and analyze data collectedfrom a propeller driven aircraft under real-word operating conditions inaccordance with the present disclosure. The flowchart shows one exampleof the process that could be used to download data from the system 10 tothe PC 300, review the data, and compare the data to historical data foranalysis. Specifically, the method includes collecting data using theremote unit 100 and base unit 190 at step 500 (i.e., collecting data onthe onboard storage 245 of the base unit 190 from the remote unit 100 ofthe integrated wireless data system 10) discussed above in FIG. 1 andtransferring the data from the base unit 190 to the PC 300 at step 502and providing a software user interface (e.g., data viewer module 320)for viewing the data of any or all channels (i.e., sensors of the sensorpackage 200) over any selected time period at step 504. The method alsoincludes installing the software package 310 including the data viewermodule 320 on the PC 300 through secured wireless communication orthrough a wired device connecting the PC 300 to the base unit 190 atstep 506. Then, reading the data collected by the remote unit 100 andbase unit 190 and storing the data in a database for analysis andhistorical comparisons. The method continues by configuring the baseunit 190 to specify at least one of a plurality of selected parameters252 to measure and data rates for each selected parameter 252 and limitsfor a warning system (i.e., real-time display 250).

The foregoing disclosure has been illustrated and described inaccordance with the relevant legal standards, it is not intended thatthese examples illustrate and describe all possible forms of theinvention, thus the description is exemplary rather than limiting innature. Variations and modifications to the disclosed embodiment maybecome apparent to those skilled in the art and fall within the scope ofthe invention. Additionally, the features and various implementingembodiments may be combined to form further examples of the invention.

What is claimed is:
 1. An integrated wireless data system for avionicsperformance indication used to measure operational characteristics of apropeller driven aircraft under real-world operating conditionscomprising: a remote unit mounted on a propeller system of the propellerdriven aircraft and having at least one sensor for measuring theoperational characteristics and a remote transceiver and an A/Dconverter and a microprocessor and an energy harvesting device; saidremote unit including a power storage device connected to and forproviding power to said remote unit; a base unit located inside acockpit of the propeller driven aircraft and having a base transceiverand a microprocessor and an onboard data storage and a real-time displayand connected to other aircraft systems and an aircraft electricalsystem of the propeller driven aircraft; a wireless communicationsinterface between said remote unit and said base unit, wherein real-timeand bi-directional data is transmitted therebetween; and wherein saidpower storage device of said remote unit and said at least one sensorare disposed on a propeller extension between an engine and a propellerof the propeller driven aircraft 180 degrees opposite one another tobalance said remote unit and said at least one sensor.
 2. The system ofclaim 1, wherein said at least one sensor includes at least one straingauge with individual legs connected to said remote unit and whereinsaid remote unit is configured to measure various strain components of ashaft of the propeller driven aircraft including bending and axialstrain and torque.
 3. The system of claim 2, wherein said remote unitfurther includes gauge circuitry including digitally controlled switchesused to reconfigure said gauge circuitry to measure different componentsof said at least one strain gauge and enable the measurement of bendingand axial strain and torque from said at least one strain gauge.
 4. Thesystem of claim 2, wherein said at least one sensor includes atemperature sensor used to provide both raw temperature data andtemperature compensation of data from said at least one strain gauge. 5.The system of claim 1, wherein said at least one sensor includes anaccelerometer used to measure for display on said real-time display. 6.The system of claim 1, wherein said base unit is configured to send asignal to said remote unit so as to alter at least one of parameters ofthe data being measured and a data rate of the operationalcharacteristics being measured.
 7. The system of claim 1, wherein saidtransceiver of said base unit and said transceiver of said remote unitare each configured to operate with a predetermined transmission powerto ensure minimal data drops between said base unit and said remote unitwhen operating in real-world conditions.
 8. The system of claim 1,wherein said base unit is adapted to be configured by an end user toalter parameters displayed on said real-time display.
 9. The system ofclaim 1, wherein said base unit includes onboard storage to store datafor later analysis.
 10. The system of claim 1, wherein the signal fromsaid base unit alters the data rate of the operational characteristicsbeing measured separately from one another.
 11. The system of claim 1,wherein said base unit is configured to import and use data from theother aircraft systems.
 12. The system of claim 1, wherein said powerstorage device and said at least one sensor are attached to thepropeller extension using at least one clamp extending circumferentiallyabout the propeller extension.